Disk brake with a regulating system

ABSTRACT

The invention relates to a disk brake, particularly for commercial vehicles, comprising a brake caliper ( 1 ) covering a brake disk ( 3 ), a tensing device ( 13 ) arranged in a brake caliper for tensing the brake pads ( 5, 7 ) on both sides of the brake disk ( 3 ) in the direction thereof, and at least one regulating system arranged in the brake caliper in order to equalise the brake pad and/or disk deterioration by adjusting the distance between the brake pad ( 7 ) and the brake disk ( 3 ). The invention is characterised in that at least one or more adjusting rotational devices which are driven by an electric motor are provided on each side of the brake disk ( 3 ) to adjust the axial distances between the brake pads ( 5, 7 ) and the brake disk ( 3 ). According to a method for controlling the regulating system of the brake disk, the regulating rotational device is individually controlled on both sides of the brake disk.

[0001] The invention relates to a disk brake according to the preambleof claim 1 and to a method of controlling the adjusting system of thedisk brake according to the preamble of claim 10.

[0002] The invention particularly relates to novel constructions of diskbrakes, particularly for commercial vehicles, which are actuatedpneumatically and/or electromechanically.

[0003] According to the selected principle of the introduction of power,disk brakes can be divided into two basic designs:

[0004] 1. The generation of power and the wear adjustment on both sidesof the brake disk; for example, a hydraulic fixed caliper disk brakewith a fixed brake disk relative to the axle, and the generation ofpower on both sides of the brake disk, and

[0005] 2. the generation of power and the wear adjustment on one side ofthe brake disk and the transmission of the actuating power to the sidewhich faces away, according to the reaction power principle; forexample, a sliding caliper disk brake, a hinged caliper disk brake, afixed caliper disk brake with a slidable brake disk.

[0006] Pneumatically actuated disk brakes for heavy commercial vehicleswith rim diameters of 15 inches or more normally use the reaction powerprinciple because, as a result of the narrow installation conditions atthe vehicle wheel, the arrangement of a pneumatic operating cylinder isonly possible on the side of the vehicle wheel open toward the side ofthe vehicle interior. Constructions of these types are shown, forexample, in German Patent Document DE 36 10 569 A1, German PatentDocument DE 37 16 202 A1, European Patent Document EP 0 531 321 A1 (seeparticularly the construction of the adjusters along the lines of rotarydrives) and European Patent Document EP 0 688 404 A1.

[0007] Sliding caliper or hinged caliper disk brakes require a componentwhich is fixed with respect to the axle—generally called a brake anchorplate—which holds or guides the brake shoes/brake pads and, when thebrake is actuated, absorbs their peripheral forces and carries thecaliper which is slidably disposed coaxially to the vehicle axle.

[0008] The relative motion carried out by the caliper with respect tothe component fixed relative to the axle can be divided into the workingstroke and the wearing stroke. The invention surprisingly utilizes thiseffect.

[0009] The working stroke is carried out with each actuating of thebrake in order to overcome the release play of the brake and tocompensate the elasticities of the brake pads and the caliper resultingfrom the application of power. Depending on the extent of the actuatingpower and the amount of the release play, it is normally <4 mm.

[0010] In contrast, the wearing stroke is the wear adjusting travelwhich the caliper carries out over a large number of brake actuations inorder to compensate the wear on the reaction side of the brake. Thewearing stroke is composed of the wear of the brake pad situated on theoutside and of the brake disk friction surfaces situated on the outside,and normally amounts to up to 25 mm.

[0011] In comparison, in the case of the brake design with a fixedcaliper and a slidable brake disk, the working stroke and the wearingstroke are generated by sliding the brake disk.

[0012] The designs with the sliding caliper or hinged caliper have thedisadvantage that the brake anchor plate fixed relative to the axle isrequired for absorbing the peripheral force of the brake pads and theholding and guiding of the caliper. This component results in additionalcost and additional weight. Furthermore, the required sliding guidanceor hinge system is susceptible to problems.

[0013] In the design with the slidable brake disk, in contrast, theproblem is keeping the brake disk on the guiding area of the hub easilyslidable throughout the entire service life. An effective sealing-offcan hardly be implemented because of the narrow installation conditionsand the harsh environmental exposure.

[0014] Based on this background, the invention starts with the idea ofcombining the advantages of the above-described caliper concepts andthereby achieves, among other things, the objective of simplifying theconstruction of the disk brake and reducing its overall weight relativeto sliding caliper brakes.

[0015] The invention achieves this task by means of the object of claim1.

[0016] It is another object of the invention to provide a simple andversatile method of controlling the adjusting system of the disk brake.

[0017] The invention achieves this task by means of the object of claim10.

[0018] According to claim 1, the adjusting system has at least one orseveral of the adjusting devices on each side of the brake disk so thatthe axial distances between the two brake pads and the brake disk onboth sides of the brake disk are adjustable.

[0019] Since, on each side of the brake disk, at least one or twoadjusting devices is/are provided for separately displacing the brakepads on both sides of the brake disk, the path to be bridged by thecaliper can clearly be reduced when the caliper is designed as a slidingor hinged caliper.

[0020] As a result of this measure, particularly a disk brake can beimplemented in the case of which the generating of the reaction powertakes place on the side of the brake facing away from the applicationside by means of

[0021] sliding the caliper and/or

[0022] swivelling the caliper and/or

[0023] sliding the brake disk,

[0024] in which case, as the result of the sliding and/or swivellingmotion, essentially only the path of half the power stroke or of theentire power stroke can be bridged.

[0025] The invention combines the advantages of the fixed-caliperprinciple—such as compact construction and implementation of the wearingstroke by the actuating system—with the advantages of the reaction powerprinciple.

[0026] As an alternative or in addition, it is also conceivable that thegeneration of the reaction power takes place on the side of the brakefacing away from the application side by an elastic deformation of thecaliper and/or of the brake disk and/or of another element, by means ofthe deformation essentially only the path of half the power stroke or ofthe entire power stroke being bridgeable. In this case, bearings of thebrake disk or of the caliper can advantageously be further reduced oreven completely eliminated. Elastic brake disks are known per se, forexample, from German Patent Document DE 198 10 685 A1.

[0027] As a result of the additional adjusting device(s) on both sidesof the disk brake, it is permitted to further develop the brake suchthat only a mobility, preferably a slidability and/or a swivellabilityof the caliper and/or the brake disk have to be ensured which isdimensioned such that the working stroke during brakings can be bridgedin order to apply the brake. In this manner the sliding and/or rotarybearings and guides can be dimensioned to be correspondingly smaller andless expensive. Additionally, it is ensured that a smooth running takesplace along the complete sliding or swivelling path since the latter isbridged during virtually every braking.

[0028] The brake disk is preferably constructed as a sliding disk whichis slidably guided on a brake disk hub such that, as a result of thesliding, a sliding path can be implemented which is maximally limited tothe power stroke (depending on the design, the path which can be bridgedby the sliding and/or swivelling motion of the caliper amounts to lessthan 4-6 mm or even less than 3 mm in the case of a commercial vehiclebrake.

[0029] As an alternative or in addition, the caliper can be constructedas a sliding caliper which has a sliding caliper bearing which can befastened directly to the axle flange and which is dimensioned such thata sliding path can be bridged which is limited to the power stroke.

[0030] As an alternative or in addition, the caliper may be constructedas a hinged caliper which has a hinged caliper bearing which preferablycan be fastened directly to the axle flange and can be bridged by meansof the swivelling angle which displaces the caliper relative to thebrake disk essentially by the amount of the power stroke.

[0031] In particular, the disk brake according to the invention makes itpossible to continue to arrange the power generating device—such as apneumatically actuated and/or electric-motor-actuated brake cylinder oran electric drive—only on one side on the brake.

[0032] According to the method of the invention,electric-motor-adjusting devices, particularly adjusting rotary devices,are individually controlled on both sides of the brake disk.

[0033] The invention thereby utilizes the advantage that theelectric-motor-driven adjusting devices can be controlled and adjustedindependently of one another—but also synchronously jointly—at any pointin time in the released condition of the brake.

[0034] Thus, an individual adjusting of the release play takes place onboth sides of the brake disk by means of the adjusting devices on bothsides of the brake disk, preferably such that, when a non-uniformwearing of the brake pads occurs, the release play on both sides of thebrake disk is adjusted non-uniformly on both sides of the brake disk bymeans of the adjusted devices, particularly adjusting rotary devices inorder to compensate the non-uniform wear during brakings which follow.In the manner, a different wear of the brake pads and/or of the brakedisk on both sides of the brake disk can be counteracted in a simplemanner.

[0035] In addition, it becomes possible to determine and compensatepossible geometrical tolerances after the installation of the brakebefore or after the start of its first operation.

[0036] However, the electric-motor-driven adjusting devices on bothsides of the brake disk also have additional advantages. Thus, theyoffer the surprising possibility of an active displacement of a brakedisk slidably guided on the vehicle axle also in the released conditionof the brake disk. For this purpose, the brake disk is displaced by wayof an adjusting of the brake pads on the vehicle axle by means of atleast one or several electric-motor-driven adjusting devices.

[0037] In this manner, it is, on the one hand, possible to activelyrestore the displaceable brake disk after a braking.

[0038] Furthermore, it becomes possible in this manner to ensure thedisplaceability of the brake disk on the vehicle axle, particularly whenthe displacing of the brake disk on the vehicle axle is repeated atgiven time intervals for securing the displaceability of the brake diskon the vehicle axle.

[0039] The electric-motor-driven adjusting devices offer additionaladvantages.

[0040] Thus, according to a variant of the invention, by means of atleast one of the electric-motor-driven adjusting devices, a cleaning ofthe brake pads and/or brake disks, particularly in the event ofoff-the-road driving, preferably takes place such that, by means of theadjusting devices, for cleaning the brake pads and/or the brake disk,the brake pads are in a simple manner pressed against the brake disk,preferably in a slightly grinding manner.

[0041] The cleaning is preferably carried out as a function of a sensingof external conditions, such as rain or dirt, or as a function of anactivation of the cleaning by the driver and/or is repeated at giventime intervals.

[0042] For implementing the described control methods, the electricmotors for driving the adjusting devices are expediently connected witha control device (such as an EBS control unit or another control devicewith a computer, particularly with a memory), which is designed for theconnection of a sensor for the sensing or other determining of therelease play of the disk brake and/or for the differentiation between anapplied and a released condition of the disk brake.

[0043] For displacing the displaceable brake disk, the control devicepreferably controls the adjusting devices on both sides of the brakedisk as follows: The at least one adjusting device on one side of thebrake disk is moved in the direction of the brake disk and the at leastone adjusting device on the opposite side of the brake disk is moved inthe opposite direction in order to displace the brake disk on thevehicle axle; whereupon, preferably the moving direction of theadjusting devices on both sides of the brake disk is reversed so thatthe brake disk is slid back in the opposite direction.

[0044] In the following, embodiments of the invention are explained indetail with reference to the drawing.

[0045]FIGS. 1a-f are section-type schematic diagrams of different typesof disk brakes;

[0046]FIGS. 2a,b are two partial sectional views perpendicular andparallel to the brake disk of a second embodiment of a disk brakeaccording to the invention;

[0047]FIGS. 3a, b are two partial sectional views perpendicular andparallel to the brake disk of a third embodiment of a disk brakeaccording to the invention;

[0048]FIG. 4 is a perspective view of an adjuster module;

[0049]FIG. 5 is another perspective view of the adjuster module of FIG.4;

[0050]FIGS. 6a, b are perspective views of another adjuster module, inFIG. 6, one of the mounting plates having been removed;

[0051]FIG. 7 is an exploded view of an application device;

[0052]FIGS. 8a-c; a′-c′ are additional views and sectional views of theapplication device of FIG. 7;

[0053]FIG. 9 is a perspective representation of a part of a rotary leverfor application devices of the type of FIG. 7;

[0054]FIG. 10 is a top view and four sectional views of the rotary leverof the type of FIG. 9;

[0055]FIG. 11 is an application unit which can be preassembled andconsists of the adjuster module and the rotary lever;

[0056]FIGS. 12, 13 are a perspective view of a reaction-side part of atwo part caliper and a perspective view of the application side caliperpart;

[0057]FIGS. 14, 15 are sectional views of hinged caliper disk brakes;

[0058]FIG. 16 is a perspective view of another disk brake;

[0059] FIGS. 17-19 are sectional views of variations of the arrangementof bearing balls at the rotary lever and on the adjoining structuralmembers;

[0060]FIGS. 20a-f are additional section-type schematic diagrams of thedisk brakes of FIG. 1;

[0061]FIGS. 20g, h are schematic diagrams of additional variants of diskbrakes;

[0062]FIG. 21 shows different views and variants of disk brakes of thetype of FIG. 20f;

[0063] FIGS. 22-26 are views and sectional views of another disk brake;

[0064]FIG. 27 is a view of the adjusting module for the brake of FIGS.22-26.

[0065]FIG. 28 is a view of two alternative embodiments of adjustingrotary devices;

[0066]FIGS. 29, 30 are views of different control methods.

[0067]FIG. 1a illustrates a disk brake which has a caliper 1 reachingaround a brake, disk 3 in its upper peripheral area. Brake pads 5, 7 arearranged on both sides of the brake disk 3, which brake pads 5, 7 can beslid in the direction of the brake disk and away from it, that is,perpendicular to the plane of the brake disk 3, and, in a conventionalmanner, consist of a brake pad carrier 5 a, 7 a and the pad material 5b, 7 b mounted thereon.

[0068] On one side of the brake disk (on the right in FIG. 1), thecaliper 1 a can be fastened in its lower section, which extendsessentially perpendicular to the brake disk toward the latter to theinterior, by means of at least one or several bolts 9, either directlyto the axle flange 11 of the vehicle axle (otherwise not shown here) or,by way of an intermediate flange (not shown here), to the axle flange11.

[0069] The caliper 1 is stationary relative to the axle flange 11; it istherefore a so-called fixed caliper. Since the caliper 1 cannot be slidrelative to the axle flange, it requires application devices 13, 15 onboth sides of the brake disk 13 for the application (and release) of thebrake pads 5, 7 in the direction of the brake disk 3.

[0070] On its upper side, which is on the right in FIG. 1a, the caliperhas an opening for a piston rod 276 (not shown here) of a brake cylinder274 (which is also not shown here and is preferably pneumatic) or anelectromechanical driving mechanism (see also FIG. 20a).

[0071] The piston rod acts upon a rotary lever 19 which is—preferablyeccentrically—disposed on the caliper 1 and is designed (directly by wayof corresponding projections or optionally by way of additionalstructural members which are not shown here but are indicated asexamples in the additional figures) for advancing, by means of at leastone rotary adjusting device of an adjusting sleeve 21, in which a thrustpiece is screwably arranged, a brake pad 7—here, on the right—in thedirection of the brake disk 3.

[0072] A restoring spring (not shown in FIG. 1) may be used forreturning the brake pad.

[0073] Since the brake disk 3 as well as the caliper 1 are fixedly orstationarily arranged relative to the vehicle axle, the additionalapplication device 15 is provided on the side of the brake disk 3situated opposite the first application device 13.

[0074] This additional application device 15 provided on the left sideof the brake disk 3 in FIG. 1 is constructed analogous to theapplication device 13; that is, it also has a rotary lever 25 which ispreferably disposed eccentrically on the interior side of the caliper 1,and which is designed (directly by way of corresponding projections oroptionally by way of additional structural members which are not shownhere but are indicated as examples in the additional figures) foradvancing, by means of at least one adjusting sleeve 27, in which athrust piece 29 is screwably arranged, the second brake pad 5—here, onthe left—in the direction of the brake disk 3. The rotary lever 25 hasan eccentricity which is opposite to the eccentricity of the rotarylever 19.

[0075] The two rotary levers are directly connected with one another bymeans of a coupling mechanism which is constructed here as a bolt 31coupled in an articulated manner to the upper ends of the rotary levers19, 25 and connecting the latter with one another. The two rotary levers19, 25 therefore move synchronously with respect to one another.

[0076] In contrast to the state of the art according to FIG. 1c, in FIG.1a, separate application devices 13, 15 are therefore provided in eachcase on both sides of the brake disk, which application devices 13, 15can be jointly operated by means of the coupling mechanism.

[0077] An analogous situation exists with respect to the adjustingsystem of the disk brake of FIG. 1a. The adjusting system of this brakehas adjusting devices arranged on both sides of the disk brake. Theseadjusting devices comprise the mutually screwed-together and thereforealso mutually axially adjustable adjusting sleeves 21, 27 and thrustpieces 23, 29 as well as preferably separate adjuster devices (see theadditional figures) on both sides of the brake disk 3. As an alternativeto the rotary adjusting devices, repositionable pistons or otherrepositionable devices can also be implemented. As an alternative—seeFIG. 28—, the thrust pieces 23′ and 29′ may be provided with asleeve-type projection 294 which meshes on one side with a bolt 296provided with an external thread, which bolt 296 is supported at therotary lever 19 or at the caliper or at another element. The thrustpieces are preferably sealed off twice with respect to the mounting andclosing plate 102 (seals 298, 299). It is important that the pressurepieces are constructed to be movable in the direction of the brake disk.

[0078] The embodiments of FIGS. 1b, 1 d and 1 f differ from theembodiment of FIG. 1a in that the caliper has an application device 13in each case only on one side of the brake disk 3, the generating of thereaction power taking place on the side of the brake facing away fromthe actuating device by a sliding or swivelling of the caliper 1 and/orby the sliding of the brake disk 3. The wear adjustment on the reactionside, however, is not implemented as according to the state of the art(FIG. 1c and FIG. 1e) by sliding or swivelling the caliper or by slidingthe brake disk but, as in FIG. 1a, by means of an adjusting deviceintegrated in the caliper on the reaction side. According to FIGS. 20gand h, the generation of the reaction power can be achieved by anelastic deformation of the caliper, the brake disk or of a separateelement 292.

[0079] In addition to a clear reduction of weight and cost by theelimination of the brake anchor plate and of the sliding guidance systemof a sliding caliper and an increase of the robustness by theelimination of these structural members, disk brakes constructed in thismanner have the advantage that, because of the compulsory wearadjustment, a greater influence can be exercised on a nonuniform wear ofthe inner and outer brake pads.

[0080] Another important advantage of these variants is that the slidingor swivelling travel to be carried out by the caliper 1 and/or the brakedisk 3 is limited to the power stroke required for the application ofthe reaction power, which power stroke amounts to only a small fractionof the wearing stroke; for example, the required power stroke of apneumatically actuated disk brake for 22-inch wheels amounts toapproximately 4 mm, while the wearing stroke amounts to approximately 25mm.

[0081] Like the embodiment of FIG. 1a, the embodiment of FIG. 1b hasadjusting devices arranged on both sides of the disk brake. These againcomprise the adjusting sleeves 21, 27 and the thrust pieces 23, 29,which can be screwed to one another and can therefore also be axiallyadjusted relative to one another, as well as preferably also separateadjuster drives (see the additional figures) on both sides of the brakedisk 3.

[0082] However, in contrast to FIG. 1a, the disk brake of FIG. 1 b onlyhas an application device on one side of the brake disk 3 (here, on theright side), which clearly reduces the costs of this variant incomparison to that of FIGS. 1 (1 a), because structural members (amongothers, the rotary lever 25) can be eliminated on the opposite of thebrake disk. Instead, it becomes possible to arrange the adjusting sleeve27 axially but rotatably in a stationary manner on the interior side ofthe caliper (back of caliper) and, for adjusting the brake pad wear onthis side of the brake disk 3, to screw the thrust piece 29 relative tothe axially fixed adjusting sleeve 27, so that the axial position of thethrust piece 29 is changed relative to the brake disk 3.

[0083] The caliper 1 of the embodiment according to FIG. 1b is, in turn,constructed like the caliper 1 of the embodiment of FIG. 1a as a fixedcaliper.

[0084] Another characteristic feature of the embodiment according toFIG. 1b is the slidability of the brake disk 3 relative to the wheelaxle. For this purpose, the brake disk is preferably provided with atoothing in the area of its hub (not shown here) which is constructedsuch that a sliding path of, for example, <2 mm can be implemented whichis limited to the power stroke.

[0085] Slidable brake disks are known per se. A significant differencewith respect to the known sliding disk principle, which requires thewearing path of, for example, 25 mm, as the sliding path, consists ofthe fact that the brake disk 3 of the brake according to FIG. 1b isconstantly in the range of its working stroke of <2 mm, so that theworking stroke sliding path between the brake disk hub and the actualbrake disk 3 is kept free of frictional corrosion formations andcontamination by the constant movement during the actuation of thebrake, by vibration, etc. The brake disk 3 therefore remains constantlyeasily slidable in the range of its working stroke.

[0086] In addition, the small sliding range can be provided relativelyeasily with protective measures against the formation of corrosion andagainst contamination.

[0087] In comparison, a conventional sliding brake disk graduallychanges its working position on the sliding range of, for example, 25 mmwith increasing wear. The not constantly used sliding range thereforebecomes sluggish over time as a result of corrosion and contamination,which may seriously impair the operation of the brake. The relativelylarge sliding range can be provided with protective measures only athigh expenditures. These problems do not occur in the case of thesolution according to FIG. 1b.

[0088]FIG. 1c shows the state of the art of a sliding caliper, in thecase of which the caliper 1 is constructed as a sliding caliper with acaliper bearing which is slidable along the path the power strokerelative to the brake disk or the wheel axle or the brake anchor plate(not shown here) conventionally provided in the case of sliding caliperdisk brakes, so that the application of the brake pad 5 situatedopposite the application device 3 takes place on the other side of thebrake disk 34 by a reaction-power-caused sliding of the caliper, anadjusting rotary device being provided only on one side of the brakedisk, specifically on the side of the application device 13.

[0089] Here, the embodiment of FIG. 1d uses a different approach. Theconstruction of the braking mechanism in the interior of the caliper 1corresponds to that of the embodiment according to FIG. 1b. However, inthis case, in contrast to FIG. 1b, not the brake disk but the caliper is“micro-slidable”, that is, essentially only by the amount of half theworking stroke (<2 mm) but not by the amount of the wear readjustingpath. This means that the sliding path of the caliper bearing 33 is onlyas large as the maximal working stroke and typically amounts to lessthan 5 mm, for example, 2 to 4 mm.

[0090] In order to implement this, the disk brake of FIG. 1d, like thedisk brake of FIG. 1b, has separate adjusting devices (here, elements21, 23 and 27, 29) on both sides of the brake disk 3.

[0091] Naturally, a combination of the embodiments according to FIGS. 1band 1 d can also be implemented; thus, a disk brake with a caliperbearing and a slidable brake disk which can, in each case, be slid byapproximately half the working stroke. This embodiment is also providedwith separate adjusting devices on both sides of the brake disk 3.

[0092]FIG. 1e shows a so-called hinged caliper disk brake, where thecaliper is swivellably by a defined angle disposed on the brake anchorplate or an axle part (pivot bearing 35 with a strut connection 37 tothe actual hinged caliper 1).

[0093] According to FIG. 1e, this swivelling angle α is selected to beso large that the entire wear adjusting path can be bridged during theswivelling of the caliper.

[0094] In this variant, the basic construction of the applicationmechanism in the interior of the caliper again corresponds to theapplication mechanism of FIG. 1c.

[0095] In contrast, FIG. 1f shows a disk brake with a swivellablecaliper 1 which again has a pivot bearing 39. However, the “hingedcaliper”, which is disposed on the pivot bearing by way of the strutconnection 37, can be swivelled only by an angle α which is so largethat the brake pads can be swivelled by the path of half the workingstroke relative to the brake disk 3. This disk brake also again has anapplication device only on one side of the brake disk but has at leastone adjusting device on both sides of the brake disk.

[0096] Naturally, a combination of the embodiments according to FIGS. 1band 1 f can also be implemented; thus, a combination of a disk brakewith a swivellable caliper and a slidable brake disk. This embodiment isalso equipped with separate adjusting devices on both sides of the brakedisk 3. In the latter case, the required sliding path in the powerstroke can be distributed to the caliper 1 and the brake disk 3.

[0097] It should be noted that the invention is suitable for diskbrakes, particularly commercial vehicle disk brakes, of many differenttypes. Thus, the idea of adjusting devices on both sides of the brakedisk can be implemented in the case of brakes which can be applied by anelectric motor as well as in the case of pneumatically actuated brakes.Furthermore, the adjusting devices may be coupled for the drive with theapplication device(s) on one or both sides of the brake disk and/or maybe provided independently of the application devices with one or severalseparate electromagnetic drive(s). Here, mixed constructions are alsoconceivable, for example, with an adjusting device having an electricmotor on the reaction side and with an adjusting device mechanicallycoupled with the rotary lever on the side of the application device.

[0098] In addition, it is possible to adjust the adjusting rotarydevices on both sides of the brake disk 1 (3?) by means of a computerand/or microprocessor control separately from one another or, forachieving a joint adjustment, to carry out a mechanical coupling of theadjusting devices on both sides of the brake disk 3.

[0099] The forced restoring of the respective slidable or swivellableelement—caliper or brake disk—can be carried out by elastic restoringelements (for example, restoring spring(s)) or an active restoring canbe carried out by the reaction-side adjuster module.

[0100] In addition, the invention is suitable for brakes with only asingle adjusting drive on each side of the brake disk as well as forembodiments with two or even more adjusting drives on each side of theadjusting rotary device.

[0101] Another variant is illustrated in FIGS. 20g and h. Accordingly,the caliper 1 can be elastically deformed by the amount of half thepower stroke or the entire power stroke. According to FIG. 20g, thecaliper has an elastic lower area 290 for the fastening to the axleflange 11, and according to FIG. 20h, it is connected with the axleflange 11 by way of a separate elastic element 292 (for example, a leafspring element) which is screwed between the axle flange and the caliper1. A caliper bearing is not longer necessary. These variants canoptionally also be combined with an elastically deformable brake disk(not shown here) or with a slidable brake disk, in which case the pathof the caliper and of the brake disk to be bridged by elasticity mayhave a particularly small dimension.

[0102] Advantageous further developments of the adjusting devices or ofthe entire adjusting mechanism with the adjusting devices and theadjuster drives are illustrated in FIGS. 2, 3 and 4.

[0103] According to FIG. 2, an adjuster module 50 is in each casearranged on one side of the brake disk 3 and has an output shaft with anoutput gearwheel 52 and a free-wheel device and/or an overload couplingdevice 53.

[0104] A synchronization chain 54 for the synchronization as well as theadjusting movements of all adjusting devices meshes with the outputgearwheel, in the present case, two adjusting rotary devicesrespectively being arranged on each side of the brake disk 3. The diskbrake of FIG. 2 therefore has a total of four adjusting rotary devices(adjusting sleeves 21 a, b, 27 a, b; thrust pieces 23 a, b; 29 a, b).

[0105] The synchronization chain 54 is situated in a plane perpendicularto the brake disk 3 in the upper interior area of the caliper 3 and isdeflected at the caliper 1 on four bolts 56 four times by approximately90° and in this manner is guided essentially on a rectangular contour inthe caliper 1, the synchronization chain extending around the brake disk3 in its upper peripheral area.

[0106] The output gearwheel 52 drives the chain 54 on the side of theapplication device or on the side of the introduction of the brakingpower into the disk brake by way of (partial) ball-socket-shapedbearings (described in greater detail below) and two bearing balls 56 a,b on the back of the caliper of the rotary lever 19 disposed at thecaliper 1 (which in this area has a closed construction), which rotarylever will be explained in greater detail below by means of theadditional figures.

[0107] The synchronization chain 54 also meshes with four gearwheels 58a, b, 60 a, b, which are each disposed on shafts 59 a, b, which havecylindrical worms 62 a, b (see FIG. 2b) in the downward direction, whichcylindrical worms 62 a, b mesh with an external toothing of theadjusting sleeves 21 a, b which are provided with an internal thread andare screwed onto the thrust pieces 23 a, b provided with an externalthread.

[0108] As a result of the synchronization device in the form of asynchronization chain 54 guided “around” the brake disk 3, it istherefore possible to drive as well as synchronize all four adjustingrotary devices on the two sides of the brake disk by means of only one“adjuster drive”.

[0109] Another embodiment of the invention is illustrated in FIG. 3. Inthis embodiment, the rotations of the two adjusting sleeves 21 a, b and27 a, b respectively on each side of the brake disk 3 are in each casesynchronized by synchronization chains 68, 70 wound around gearwheels 64a, b and 66 a, b respectively fitted onto the adjusting sleeves.

[0110] A synchronization of the rotary drives on one side of the brakedisk is known from German Patent Document DE 42 12 405 A1. In thepresent case, the synchronization chains 68, 70 mesh on each side of thebrake disk but, in addition, also in each case with an output gearwheel52 which is arranged in the center between the two rotating spindles andtwo which one automatic free-wheel and/or overload coupling device 53respectively is assigned.

[0111] According to FIG. 3, the synchronization of the adjusting rotarydrive on each side of the brake disk 3 therefore takes place by separatesynchronization chains 68, 70 arranged on the respective brake disk side(or correspondingly designed—here not shown—synchronization belts). ABowden cable 72 in the nature of a bendable shaft with a spur gear orcross gear, which Bowden cable 72 is guided in a curve along the linesof a “cable channel” 74 in the caliper 1 around a side of the peripheraledge of the brake disk 3, transmits the driving power from the freewheeland/or overload coupling device 53 on the side of the power introductioninto the disk brake (here, on the left) to the reaction side. The twoends of the cable channel 74 are closed by means of sealing stoppers 76pulled by way of the Bowden cable.

[0112] The embodiment of FIG. 3 has the advantage that not a singlechain in the manner of the synchronization chain 54 is excessivelyloaded but that, at relatively low constructive expenditures, the loadscan be distributed to the two chains 68, 70 on each side of the brakedisk 3 and the Bowden cable 72.

[0113] The actual adjusting drive according to FIG. 2 as well asaccording to FIG. 3 is implemented by a driving device 82 which isarranged at the rotary lever 19 and which acts upon a shift fork 84disposed on the end of the shaft 86, on which the gearwheel 52 is alsosituated so that, when the disk brake is applied and during the movementof the rotary lever 19 connected therewith, a rotating of the gearwheel52 is caused, the synchronization chains 68, 70 and the Bowden cable 72transmitting this rotation to all four adjusting rotary drives.

[0114] It can also be easily recognized in FIG. 3 that the caliper 1 hasa divided construction approximately in the plane of the brake disk, thetwo caliper parts 1 a and 1 b being screwed to one another by means ofstuds 78 which are guided from one side through the caliper 1 and engagein bores 80 of the other caliper part 1 b, which bores 80 aredistributed along the outer circumferences and have an internal thread.The application device can be assembled in the caliper 1 or can bemounted as a preassembled application module (for example, in the mannerof German Patent Document DE 195 15 063 C1). It is also easily visiblein FIG. 3 that the fixed caliper 1 has a relatively light construction;that is, it can be limited to a constructive minimum. The caliper ispreferably constructed in one piece and preferably without screws, theinsertion of the elements of the application system and of the adjustingdevices preferably taking place from the side of the brake disk.

[0115] The total transmission ratio of the synchronization mechanisms inFIGS. 2 and 3 is preferably selected such that the advancing movement onthe application side and the reaction side takes place in a uniformmanner. However, for compensating a systematically occurring weardifference, a stepping-up or stepping-down in the transmission of theadjusting movement between the application side and reaction side may beimplemented.

[0116] Another characteristic feature of the disk brakes according tothe invention with respect to their adjusting and synchronizationmechanism is illustrated in the additional FIGS. 4, 5 and 6. Thesefigures each show an “adjuster module” which can be produced in themanner of a preassembled unit and can be inserted into a correspondingclearance of the disk brake, particularly in the area of the applicationdevice.

[0117] In one of its top views, the adjuster module 100, which can bepreassembled, has an elongated, essentially rectangular shape, however,with edges which are rounded and shaped-out according to therequirements. It comprises two mutually spaced, mutually parallel andmutually essentially covering mounting plates 102, 104, between which aclearance is situated in which preferably an electric motor 106 as anadjuster drive and a transmission 108 is housed for converting therotating movements of the drive shaft of the electric motor to anappropriate rotational speed for driving the adjusting rotary devices(spindles).

[0118] The mounting plate 102 has slightly larger dimensions than theother mounting plate 104 and is provided in the outer circumferentialarea with bores 110 for studs (not shown here) for the fastening to thecaliper. The mounting plate 102 is also used as a closing plate forcaliper openings (see FIGS. 12 and 13). In contrast, the mounting plate104 is mainly used for the mounting of the motor 106 and thetransmission 108.

[0119] On the other mounting plate 104—for example, on its exteriorside—the synchronization chain 68 can preferably be mounted which islaid around the gearwheels 64 a, b and synchronizes the rotations of theadjusting sleeves 21 a, b and thus those of the two adjusting rotarydevices.

[0120] The adjusting sleeves 21 a, 21 b, in each case, reach throughrecesses/indentations/guides (not shown here) of the mounting plates102, 104.

[0121] According to FIGS. 4 and 5 as well as according to FIG. 6, theelectric motor 106 is disposed on a type of mounting metal sheet 114which is fastened to one mounting plate 104 and on/at which spacers 116and/or bends are provided by means of which the two mounting plates arefixed in a mutually parallel spaced manner. When an electric motor 106is used, the use of mechanical free wheels and the use of overloadcouplings may optionally also be eliminated in the case of acorresponding electronic control system and/or a corresponding automaticelectronic control system.

[0122] According to FIG. 5, gearwheels 117 a, b, which are arrangedbetween the mounting plates 102, 104, take over the transmission of therotations of the electric motor 106 to the gearwheel 52.

[0123] The motor fixed on the mounting metal sheet 114 is situatedessentially at a slight angle to the straight line connecting the axesof the two adjusting sleeves. According to FIG. 6, its output gearwheel120 meshes with a gearwheel 122 which is disposed on a shaft 124 alignedparallel to the motor 106, which shaft 124 is disposed in recesses oftwo of the bends 116 of the mounting metal sheet 114. Cylindrical worms126 a, b are in each case applied to the ends of the shaft 124, whichcylindrical worms 126 a, b mesh with the gearwheels 128 a, 128 b which,by way of shafts 130 a, 130 b penetrating the other mounting plate 104and at whose ends gearwheels 132 a, 132 b are arranged which mesh withthe gear wheels 64 a, 64 b on the adjusting sleeves 21 a, 21 b. Thecylindrical worms are constructed such (right-hand construction orleft-hand construction) that no different thread directions (right-handthread/ left-hand thread) are required for the thrust pieces. The thrustpieces 23 a, 23 b can in each case be screwed with their thread insertsin a premountable manner into the adjusting sleeves 21.

[0124] Thus, one adjuster drive respectively as well as the adjustingrotary devices can be integrated in a space-saving manner in theadjuster module 100, which can be produced in a cost-effective fashionfrom only a few parts and is easily mountable, on each side of the brakedisk as well as its synchronization mechanism.

[0125] One of the adjuster modules 100 can be provided in each side ofthe brake disk 3, in which case the synchronization of the adjustingmovements can take place in a mechanically as well aselectronically/computerized controlling and/or automatically controllingmanner. It is only necessary to lead a power supply cable and/or a datatransmission cable to the disk brake and to lead these in the disk braketo the adjuster module 100.

[0126] When using an electric adjuster drive with an electric motor 106,it is therefore basically possible to use only one electric motor 106and to mechanically carry out the transmission of the adjusting movementfrom the application side to the reaction side, for example, in themanner of FIG. 2 or 3.

[0127] However, advantageously, an independent electric adjusting driveis arranged on the reaction side.

[0128] Because of coupling and sealing problems, the electric wiringconnection of the reaction side with the application side can beimplemented more easily than the mechanical transmission synchronizationand, because of the possibility of the independent control of the twoadjusting systems, additional controlling/automatic controllingpossibilities of the operating behavior of the brake are obtained.

[0129] Thus, an individual controlling of the adjusting rotary drives ofthe two adjuster modules 100 on both sides of the brake disk 3 permitsthe following:

[0130] An individual adjusting of the release play on both sides of thebrake disk 3 to its respective occurring position; for example, when amounted brake disk is used, its installation position may scatter by−/−1 mm as a result of component tolerances;

[0131] an active restoring of the slidable brake disk or of the slidingor hinged caliper into a desired starting position is permitted aftereach braking;

[0132] in the event of the occurrence of an uneven brake pad wear, therelease play can be adjusted to unequal on the two sides of the brakedisk in order to compensate an uneven wear during subsequent brakings;

[0133] when the vehicle is used in off-road driving, the brakeshoes/brake pads may be designed to be slightly grinding in order tokeep the friction surfaces free of abrasive dirt;

[0134] a minimizing of the required release play and thus of theoperating energy requirement is permitted.

[0135] Specifically the above-mentioned advantages demonstrate that itis useful to combine the advantageous effects of the ideas of the brakesof FIG. 1 and/or of the synchronization mechanisms according to FIGS. 2and 3 and/or of the adjuster modules according to FIGS. 4 to 6 to form afundamentally new type of brake disk.

[0136] This will be explained in detail in the following by means ofadditional embodiments.

[0137] It is known (for example, from European Patent Document EP 0 531321) to provide the rotary lever 19 with an eccentric or eccentricsection which acts directly or by way of additional elements upon atraverse into which the thrust pieces are screwed.

[0138] It is also known to provide the rotary lever with lateralprojections which act upon the ends of the thrust pieces or on adjustingsleeves into which the thrust pieces are screwed (German Patent DocumentDE 36 10 569 A1).

[0139] The two concepts have the construction of the rotary lever incommon which has an approximately semicircular projection which, on theouter diameter, forms the slide way for a roller bearing, in theinterior of the respective semicircular projection, the eccentric beingformed by means of a slide bearing half shell as well as a bearingroller accommodated therein.

[0140] Particularly in the case of the second described construction,this bearing arrangement makes it possible to keep the reaction forcesof the eccentric bearing and of the outer roller bearing congruent intheir position on the longitudinal axis of the lever.

[0141] As a result, it is achieved that bending loads onto the lever aswell as deformations of the latter as well as a resulting edge run ofthe roller bearing and the slide bearing are avoided, which may clearlyreduce the service life of the bearings which may clearly reduce theservice life of the bearings.

[0142] Although in the case of the construction having a traverse, thedeformation of the lever is reduced by means of the traverse, here alsoan increase of the service life is desirable, particularly by avoidingan edge run.

[0143] A replacement of the roller bearing is also desirable on the sideof the larger diameter of the eccentric projection of the rotary lever.The necessity to arrange the outer bearing shell as a semi-cylindricalprojection in an enveloping manner around the eccentric necessarilyleads to relatively large bearing diameters of the outer bearing. Thisresults in the necessity of using a roller bearing on the outer bearingsince, when a slide bearing is used, the higher resistances to frictionin conjunction with the large friction diameters may lead to frictionlosses and application force losses and, as a result, to an undesirablyhigh brake hysteresis.

[0144] The application device of the lever-operated disk brake thereforeis to be further optimized in that an extensive use of slide bearingswith small friction diameters is achieved while the deformations of therotary lever are simultaneously minimized.

[0145]FIG. 7 illustrates the novel construction and bearing of therotary lever 19.

[0146] The rotary lever 19 is constructed as a traverse-type structuralmember which makes the use of a traverse separately of the rotary leverunnecessary.

[0147] The rotary lever 19 is particularly easily visible in FIG. 9,which is limited to a representation of the section to the right of theplane of symmetry “S” of the one-piece rotary lever 19 and above another“plane of symmetry”, but here only relative to the lower portion of therotary lever.

[0148] The rotary lever 19 has an “upper” recess 150 (hemisphericallycup-shaped) for receiving the end of a piston rod of an actuating device(for example, a brake cylinder, electrically and/or mechanically and/orpneumatically operable) (see, for example, also European Patent DocumentEP 0 531 321). From the area of the upper recess 150, the lever widensin the area of a “triangular” section 152 in the downward directionuntil it reaches a width exceeding the spacing of the two adjustingsleeves 21 a, b and the thrust pieces 23 a, 23 b. It also widens in thedirection (viewed in the installed position) perpendicular to the brakedisk.

[0149] In the area of the triangular section 152, recesses 154, 156 areprovided on the two main outer surfaces of the rotary lever 19, whichrecesses 154, 156 minimize the weight of the rotary lever 19, thestrut-type edges 152 a of the triangular section 152 of the rotary leverproviding the latter in this area with an increased stability withrespect to bending loads.

[0150] The triangular section 152 of the rotary lever, which in theconventional representation of FIGS. 7 and 9, is “situated at the top”,is adjoined in its lower area, which faces away from the recess 150, bya traverse-type section 158 of an essentially constant width which isessentially rectangular in the top view but which in comparison with thetriangular section has an essentially step-type clearly enlarging depth(in the installed position, viewed perpendicular to the brake diskplane).

[0151] In the rectangular section of the rotary lever, essentially sixadditional recesses 160 a, 162 a, b and 164, 165 are constructed, inwhich case the two outer recesses 160 a, b are constructed on the sideof the rotary lever 19 situated opposite the recess 150 for receivingthe piston rod; the additional recesses 162 a, b adjoining the aboverecesses toward the inside are constructed on the side of the recesses150; and the central recesses 164, 165 are constructed on both sides ofthe rotary lever 19.

[0152] The four recesses 160 and 162 each have a rectangularconstruction with rounded ends and taper, having an essentiallycup-shaped/hemispherical-shell-type design (eccentric domes and leverdomes) in their end area, while the center recesses 164, 165 have anarrower oblong shape.

[0153] The four recesses 160 and 162 are used for receiving alsoessentially hemispherical-/partially-spherical-shell-type, cup-shapedslide bearing shells 170 a, b, 172 a, b (see FIG. 8).

[0154] Such a hemispherical-/partially-spherical- shell-type, cup-shapedslide bearing can also be inserted into the recess 150. The bearingballs 56 a, 56 b are inserted into the slide bearing shells 172 a, bsituated on the inside.

[0155] These bearing balls can be supported directly on the back of thecaliper or on projections of the back of the caliper or on separatecomponents 174 a, b which are fixedly connected with the caliper (back)19.

[0156] For this purpose, the caliper or the additional components are tobe provided with corresponding cup-shaped recesses 176 a, b, in whichthe bearing balls 56 engage. The bearing balls 56 can be fixed in therecesses 176.

[0157] Bearing balls or spherically shaped ends 178 a, b of intermediatepieces 180 a engage in the outer recesses 160 a, b or in the slidebearing shells 170 a, b, 172 a, b inserted into the latter. Theintermediate pieces 180 have a sleeve-type construction on their endsopposite the spherically shaped ends and receive the ends of the thrustpieces 23 a, b facing away from the brake disk, if the pads are not yetworn out (see FIG. 8a).

[0158] The intermediate pieces 180 are axially, at their ends facingaway from the rotary lever, adjoined by the adjusting sleeves 21 a, bwith the internal thread which can be inserted into the mounting plate102 and/or 104. The stud-type ends of the thrust pieces 23 widening justin front of the brake disks 3 are screwed into the adjusting sleeves 21.By means of the rotation of the adjusting sleeves 19, the axial distancebetween the thrust pieces and the rotary lever 19 can therefore bechanged for adjusting the brake pad wear, in which case the possibilityof the rotation by means of the worm gear transmission 108 is outlinedpurely schematically, which acts upon the external toothing or agearwheel on the adjusting sleeves 21.

[0159] The intermediate pieces 180 are therefore used for thetransmission of power from the rotary lever 19 to the thrust pieces 23during the application of the brake.

[0160] According to FIGS. 7 and 8, one pair of bearings respectively,consisting of one lever bearing and eccentric bearing respectively, istherefore arranged on the brake or rotary lever 19, which is constructedin a traverse-type manner, on both sides of the central (Line A-A inFIG. 10).

[0161] These two bearings each consist of the ball 56, 178 preferably aroller bearing ball sliding body - as well as of the cup-shaped slidebearing shell 170, 172 engaging with the ball 56, 178, as well as of thecup-shaped indentations/recesses 176, 177, which support the ball, ineach case in the component (caliper 1 or intermediate piece 180) whichinteracts with the ball and which does not receive the slide bearingshell.

[0162] The two pairs of bearings are received on both sides of therotary lever 19 in the rectangular section 158 of the rotary lever 19constructed in a traverse-type manner and arranged at a right angle withrespect to the lever arm (A-A). The sliding balls 56 a, 56 b and 178 a,178 b are therefore arranged at the traverse-type section 158 of thelever on opposite sides of the latter with an opposed pressuredirection.

[0163] In addition, the sliding balls 56 a, 56 b and 178 a, 178 b arespaced away from one another with their ball centers in the longitudinaldirection of the traverse-type lever section (thus perpendicular to thelever arm A-A in FIG. 1, parallel to the brake disk 1) as well astransversely to this longitudinal direction.

[0164] The spacing x transversely to the longitudinal direction definesthe eccentricity of the eccentric arrangement causing the powertransmission.

[0165] In contrast, the spacing y in the longitudinal direction isrequired in order to avoid overlapping of the two bearings or in orderto be able to accommodate these jointly in the rotary lever.

[0166] The bearings, which are in each case situated opposite oneanother in the traverse-type section 158 of the rotary lever 19, arearranged such in this section 158 that the ball centers are almost orcompletely situated on a connection plane with the pivot of operation onthe lever arm (recess 150, see Line “L” in FIG. 10).

[0167] However, it is also conceivable that the position of theeccentric bearing for achieving a defined change of the transmissionratio as a function of the lever position deviates by a given amountfrom the connection plane of the center of the lever operation to thelever bearing centers. The respective upper bearing, that is, thebearing situated on the side of the lever operation, causes the supportof the rotary lever 19 against the caliper. The respective lower bearingtransmits the operating force to the application-side thrust piece(s).

[0168] As in FIG. 8, the slide bearing shells may be arranged in therotary lever 19 as well as (not shown) in the respective part of thecaliper 1 or of the intermediate elements 190 which faces away, or onboth sides of the balls 56, 178.

[0169] It is particularly advantageous to receive the balls 56, 178 inthe component which in each case faces away from the slide bearing shellin a cup diameter which is by a defined amount larger than the balldiameter, so that, during the operation of the rotary lever 19, theball, in addition to the sliding movement in the bearing shell, alsocarries out a limited rolling movement in the opposite receiving cup andthus reduces the necessary sliding movement in the bearing shell forcarrying out the lever swivelling stroke and thus also the bearingfriction.

[0170] The receiving play of the sliding ball in the receiving cup alsopermits the avoidance of the otherwise necessary tilting movement of thepiston. In this case, a compensating movement in the swivel joint issuperimposed on the exclusively rotatable driving of the piston.

[0171] For achieving a sufficient rolling play in the swivellingdirection of the rotary lever 19 with a simultaneously good guidancetransversely to the swivelling direction, the lever cup (recess 162) canbe provided in a toroidal manner with a larger cup diameter in theswivelling direction than transversely to this swivelling direction.

[0172] As a result of the further development of the rotary lever 19illustrated in FIGS. 7 to 10, in a particularly uncomplicated manner,the use of particularly simple and cost-effective ball slide bearings ispermitted.

[0173] The deformation of the rotary lever 19 because of the axialdistance of the power introduction into the bearings of a pair ofbearings and the resulting bending moment can be minimized by thetraverse-type further development.

[0174] As a result of the spherical shape of the bearing elements, atilting course of the bearings is completely excluded; that is, also inthe event of deformations of the rotary lever, the bearing capacity andthe maximally achievable service life of the ball slide bearings will befully utilized.

[0175] Furthermore, the rotary lever 19 is sufficiently fixed by theballs 56 relative to the caliper, so that a further, possibly frictionalguiding of the rotary lever is no longer required.

[0176] For the special case of a brake having only one adjusting rotarydevice or only one spindle on each side of the brake disk or on one sideof the brake disk, the rotary lever may be constructed with two leverbearings at the ends of the traverse-type section 158 and with only oneeccentric bearing in the center (not shown).

[0177] The rotary lever 19 of FIGS. 1 to 10 is suitable for caliperconstructions of all types; thus, for virtually all caliper types,particularly also FIG. 1 (hinged caliper, sliding caliper, fixedcaliper).

[0178] It is also conceivable that the essentially spherical bearingelements 158, 160 and the pertaining cups have an elliptical shape whichis flattened with respect to the ball geometry.

[0179] As examples, FIGS. 12 and 13 show the possible caliper geometriesof caliper parts 1 a and 1 b.

[0180] The reaction-side caliper part 1 a of FIG. 12 has a recess 200for receiving the adjuster module 100, which recess is provided with twoindentations 200 a, 200 b for receiving the ends of the thrust pieces 29a, 29 b. Bores 204 are distributed around the recess 200, to which bores204 the mounting plate 104 can be screwed.

[0181] In contrast, the application-side caliper part 1 b of FIG. 13 hasa recess 206 penetrating the caliper wall toward the brake disk 1, intowhich recess 206 the adjuster module 100 can be inserted, bores 204again being distributed around the recess 206, to which bores themounting plate 104 can be screwed (optionally with an additionalsurrounding sealing ring).

[0182]FIG. 14 is a sectional view of a disk brake whose basic principlecorresponds to FIG. 1f and which, in addition, utilizes important ideasof the other embodiments.

[0183] In contrast, FIG. 1f shows a disk brake with a swivellablecaliper 1 which has the pivot bearing 39 to the axle flange 11. The“hinged caliper” which is disposed on the pivot bearing by way of thetwo-part strut connection 37 can be swivelled about an angle α which isso large that the brake pads 5, 7 can be swivelled by the path of theworking stroke relative to the brake disk 3. This disk brake also againhas an application device only on one side of the brake disk 3 with therotary lever 19 of the type of FIGS. 10 and 11 but, on both sides of thebrake disk 3, has at least one adjuster rotary device with thrust pieces23 a, b and 29 a, b as well as the adjusting sleeves 21 a, b and 27 a,b.

[0184] In FIG. 14, the axial offset of the rotary lever is easilyvisible in its lower traverse-type area at the level of the thrustpieces 23 relative to the brake disk 3 during its movement from position“i” by way position “ii” into position “iii”. The synchronization of theadjuster rotary device with the thrust pieces 23 a, b and 29 a, b aswell as the adjusting sleeves 21 a, b and 27 a, b is achieved here inthat a driving device 220 is linked to the rotary lever 19 in an oblonghole 222 of the latter. The driving device 220 has a rod-typeconstruction and reaches over the upper circumferential edge of thebrake disk 3. On its side facing the brake disk 3, it is also providedin sections with a type of toothed-rack profile 224, which meshes withgearwheels 226, 228 which, during an axial displacement of the drivingdevice 220, rotate the adjusting sleeves 21, 27 and cause theadjustment. In this case, a free wheel and overload device is to beprovided on each side of the brake as well as a synchronization of thetwo adjuster rotary devices on each side of the brake disk.

[0185] The application mechanism of FIG. 15 corresponds to that of FIG.14. However, the adjusting synchronization takes place by way of a shaft230 which reaches over the brake disk and has cylindrical worms 232, 234at its ends.

[0186]FIG. 16 is a purely schematic view of the arrangement ofelectric-motor adjusting drives 106 on each side of the brake disk.

[0187] According to FIGS. 17a and b, the essentially spherical bearingelements 56, 178 and their receiving devices 235, 236—here, at thecomponents 174 a, b, and at the intermediate pieces 180 a, b—havemutually corresponding flattenings 237, 238 on their sides pointingtoward one another.

[0188] In this manner, an uncomplicated protection against torsion isensured in order to prevent damage to the ball surface and/or thebearings in the area of the bearings. In addition, the flattenings 237,238 contribute to an optimization of the space requirement of thebearings and to an increase of the stability.

[0189] A play between the essentially spherical bearing elements 56, 178and their receiving devices 235, 236 in a simple manner permits acompensation of tolerances.

[0190] In a simple manner, a stripper 239—for example, in a ringshape—on the bearing cups 158, 160 prevents the leaking-out of thegrease filling, as illustrated in FIG. 19.

[0191]FIG. 18 shows other variants of devices for the protection againsttorsion between the essentially spherical bearing elements 56, 178 andtheir receiving devices 235, 236.

[0192] Thus, according to FIG. 18a, the devices for protecting againsttorsion are constructed as a butt-welded or friction-welded seat 240.

[0193] According to FIG. 18b, the devices for the protection againsttorsion are constructed as a spring dowel pin or spring dowel sleeve241.

[0194] According to FIGS. 18e, f and g, the essentially sphericalbearing elements 56, 178 and their receiving devices 235, 236 havemutually corresponding torsion-proof geometrical shapes as a device forprotecting against torsion on their mutually facing sides, specificallyin the manner of mutually corresponding, mutually engaging indentation242 and projections 243, which have a conical (concave/convex; see FIGS.18c and d) or ball-socket-shaped or section-shaped (see FIG. 18e)construction.

[0195] The different geometrical shapes may be achieved, for example, bya grinding-off of commercially available bearing balls.

[0196] In addition to the strippers, FIG. 19a illustratesposition-fixing, mutually corresponding projections 244 and recessesbetween the bearing balls and the bearing shells, the bearing shellrecesses being constructed as shaped-out sections 245 which, on theirside facing away from the bearing balls, in turn, engage incorresponding recesses 246 in the corresponding structural member—here,in the rotary lever—, so that a fixing of positions is also achievedbetween the bearing shells 170, 172 and the rotary lever.

[0197] According to FIG. 19b, a cylindrical extension 247 is constructedon the bearing shell, which cylindrical extension 247 engages in thecorresponding structural member—here, the rotary lever 19—and is usedfor fixing the position and as a grease reservoir.

[0198] According to FIG. 19b, bores 248 for the passage of grease areprovided in the bearing shell, for an improved lubrication, which bores248 lead into the grease receiving grooves 249 in the correspondingcomponent—here, the rotary lever 19—.

[0199]FIG. 20a—show disk brakes analogous to FIG. 1 in a detailedrepresentation.

[0200] Thus, the brake disk of FIG. 20a again has a fixed caliper or acaliper 1 which can be fixedly or stationarily fixed on the axle, sothat application devices 13, 15 are provided on both sides of the brakedisk for the application (and release) of the brake pads 5, 7 in thedirection of the brake disk 3, which application devices 13, 15, inturn, in each case, have at least one of the adjusting rotary deviceswith one adjusting sleeve 21, 27 respectively, in which one of thethrust pieces 23, 29 is in each case screwably arranged. The two rotarylevers 19, 25 are mutually coupled by way of the coupling mechanism inthe form of the bolt 31.

[0201] The—pneumatically actuated—brake cylinder 274 and the piston rod276, which acts upon the rotary lever and which is linked to the upperend of the rotary lever 19, are easily recognizable. The pneumaticactuating devices preferably has a compact construction; anelectromechanical actuation would also be conceivable.

[0202] In contrast, according to FIGS. 20b, d and f, the caliper has anapplication device 13 in each case only on one side of the brake disk 1,the generating of the reaction power taking place on the side of thebrake facing away from the actuating device by a sliding or swivellingof the caliper 1 and/or the sliding of the brake disk 3. The wearadjustment on the reaction side is in each case implemented by anadjusting device, such as an adjusting module, integrated in the caliperon the reaction side.

[0203] The sliding or swivelling travel to be carried out by the caliper1 and/or the brake disk 3 is limited to the power stroke required forthe application of the reaction fore, which power stroke amounts to onlya fraction of the wearing stroke.

[0204] According to FIG. 20b, adjusting devices are arranged on bothsides of the disk brake, which adjusting devices again have the mutuallyscrewed-together and therefore also mutually axially adjustableadjusting sleeves 21, 27 and thrust pieces 23, 29, as well as preferablyalso separate adjuster drives on both sides of the brake disk 3. Thebrake disk 3 is constructed as a sliding disk, for the purpose of whichthe brake disk is preferably provided with a toothing in the area of itshub, which Has a sliding travel limited to the power stroke.

[0205] Like FIG. 1c, FIG. 20c shows the state of the art of a slidingcaliper where the caliper is constructed as a sliding caliper with acaliper bearing which is slidable along the path of the power strokerelative to the brake disk or to the wheel axle 9 or the brake anchorplate (not shown here) normally provided in the case of sliding caliperdisk brakes. In this case, the bearing bush 254 is designed for bridginga sliding path S which essentially corresponds to the amount of themaximal brake pad wear (here also marked “S”).

[0206] According to FIG. 20d, the caliper 1 is “micro-displaceable” byan amount which is no greater than the working stroke (preferably by theamount of half the working stroke). The disk brake of FIG. 20d comprisesseparate adjusting devices (elements 21, 23 and 27, 29) on both sides ofthe brake disk 3, a lower projection 250 being constructed on thecaliper 1 and being screwed by means of bolts 252 to the axle flange 11.The bolt(s) penetrate(s) a bearing bush 256 which is screwed into anopening 258 of the projection 250 of the caliper 1 and is designed suchthat a displaceability of the caliper 1 is achieved relative to the axleflange 11 by the amount of half the working stroke “A/2”.

[0207]FIG. 20e shows a so-called hinged caliper disk brake in the caseof which the caliper is swivellably by a given angle disposed on thebrake anchor plate or an axle part (pivot bearing 35 with the strutconnection 37 to the actual hinged caliper 1).

[0208] According to FIG. 20e, this swivelling angle α is selected to beso large that the entire wear adjusting path can be bridged when thecaliper is swivelled.

[0209] In this variant, the basic construction of the applicationmechanism in the interior of the caliper again corresponds to theapplication mechanism of FIG. 1c; that is, no adjusting components areprovided on the reaction side but the brake pad arranged there isdirectly or indirectly supported on the caliper, in which case noadjusting possibility exists between the brake pad and the caliper.

[0210] In contrast, FIG. 20f shows a disk brake with a swivellablecaliper 1 which again has a pivot bearing 39. The “hinged caliper”disposed by way of the strut connection 37 on the pivot bearing,however, can be swivelled only by an angle α which is so large that thebrake pads can be swivelled by the path of half the working strokerelative to the brake disk 3. This disk brake also has an applicationdevice only on one side of the brake disk 3 but has at least oneadjusting device on both sides of the brake disk.

[0211] For limiting the movement or limiting the adjusting angle, thecaliper 1 is again provided with a lower projection 260 for forming thestrut connection 37, which projection 260 is screwed to the axle flange11 by means of a bolt 252. The bolt penetrates a bearing bush 262 whichhere is constructed, for example, as a rubber bearing bush with anintegrated device for the restoring (cup spring or the like), the rubberbearing bush being designed in such manner that such a swivellability isensured that the caliper is swivelled in the area of the pads by theamount of half the working stroke “A/2”.

[0212]FIGS. 21a and b show another representation of a brake of the typeof FIG. 20f, in which case, according to FIG. 21a, the projection 260can be swivelled about a cylindrical bearing bolt 261 which can berotated in a recess 11 a of the axle flange 11. In addition, FIG. 21ashows that two bearings 29 are provided. The construction of theapplication system and of the adjusting system corresponds to FIG. 23.

[0213] In contrast, according to FIG. 21c, the projection is providedwith a spherical or cylindrical bearing projection 278 on its end facingaway from the remaining caliper 1, which bearing projection 278 isdisposed in a recess 280.

[0214] According to FIG. 22d, two bearing bushes 262 a, 262 b areprovided for implementing the swivellability, which bearing bushes 262a, 262 b are framed by a rubber ring 282.

[0215] The disk brake constructed according to FIGS. 22 to 27 can bemounted as a “micro-sliding disk brake” in the manner of FIGS. 1d and 20d on the axle flange or the brake anchor plate (not shown here). As analternative, a design as a “micro-swivellable disk brake” according tothe type of FIG. 20f would also be conceivable.

[0216] The caliper 1 provided with a recess above the brake disk, in theupper peripheral area, reaches in a frame-type manner around the brakedisk 3, the brake pads 5, 7, the application device 13 constructed onone side of the brake disk, and the two adjusting devices on both sidesof the brake disk 3.

[0217] The recess 206 for the adjusting module on the reaction side iseasily recognizable in FIG. 23. On its side facing the brake disk, thecaliper in each case closed by the mounting or base plate 104. For eachadjusting module on each side of the brake disk, one of the electricmotors 106 is in each case situated between the two thrust pieces 23 a,b; 29 a, b and the adjusting sleeves 21 a, b; 27 a, b, an output shaft268 provided with an output gearwheel 266 penetrating the mounting plate102, where, in a constructively simple and cost-effective manner, itmeshes with two gearwheels 270, 272 situated opposite one another at theouter circumference of the output shaft, which gearwheels 270, 272, inturn, mesh with the adjusting sleeves 21, 23 toothed on theircircumference or having a gearwheel 286. The mounting plate 104 and themounting preform 102 are provided with shaped-out sections for receivingthe thrust pieces 23, 29 and the adjusting sleeves 21, 27.

[0218] During the mounting, the rotary lever 19 is first inserted intothe caliper, whereupon the two adjusting modules are inserted into thecaliper, the mounting plates 104 in each case being screwed togetherwith the caliper.

[0219]FIGS. 29 and 30 show advantageous control methods by means ofwhich the disk brake of the invention can be controlled.

[0220] However, before these methods are explained, reference shouldagain be made to FIG. 25. It is purely schematically indicated therethat the electric motors 106 on both sides of the brake disk, by meansof lines 107, are connected with a control device, which lines 107naturally have to be guided in an appropriate manner, which is not shownhere, to the caliper 1 and there, from one side of the brake disk 3 tothe other. This control device may, for example, be an EBS controlcomputer or other computer with a memory, which is loaded with asuitable control program. Algorithms for such a program are illustratedin FIGS. 29 and 30 and are indicated in the claims concerning thecontrol method.

[0221] Thus, among others, the following possibilities are obtained bymeans of the adjusting rotary drives on both sides of the disk brake:

[0222] For cleaning (cleaning function, moisture, thawing salt, dirt);

[0223] for the individual release play adjustment on both sides of thebrake disk;

[0224] for the active restoring of the brake disk after a brakeoperation;

[0225] for securing of the slidability of the brake disk by aback-and-forth sliding of the brake disk along its entire displacingrange in unbraked driving in order to keep the displacing path free ofdirt, corrosion, etc. and examine the displaceability of the brake.

[0226] A cleaning function can be implemented in that the brake pads 5,7 are brought into a slightly grinding contact with the brake disk 3 bymeans of the electric wear adjusting system periodically or undercertain conditions continuously during unbraked driving.

[0227] Advantageously, the contacting and cleaning operation is notcarried out on both friction surfaces of the brake disk simultaneouslybecause the occurring heating results in a thermal expansion of thebrake disk 3 and the brake pads 5, 7 and, as a result, a deforming ofthe brake may occur possibly with the result of its running hot.

[0228] This applies particularly when a braking is initiated during thecleaning operation. The cleaning operation is carried out such that theadjusting rotary device on one side of the brake disk is moved in thesense of a release play reduction in the direction of the brake disk,while the opposite adjusting rotary device is moved in the sense of arelease play enlargement away from the brake disk. After the defineddisplacement has been achieved, the operation is reversed into theopposite direction.

[0229]FIG. 29 shows a corresponding routine for ensuring thedisplaceability of the brake and for implementing a cleaning function.The side to be adjusted in each case carries out the cleaning effect;for example, after the start of the vehicle or after a serviceactivation.

[0230] After the start of the routine, it is first examined—for example,by the driver or automatically because of a service activation—whether abrake release signal by a data bus, such as a CAN bus, is present at acontrol unit (Program Step PS1).

[0231] If this is the case, that is, the brake is released, the waitingtime since the last cleaning operation is compared with a limit value TWin a next Program Step PS2.

[0232] If the waiting time was exceeded, the rotational speed isdetermined in a Program Step PS3 and is stored in a memory area SNC.

[0233] If the value in the memory area SNC is lower than a limit valueNCmin (Program Step PS4) so that there is a falling below a limit speed(for example, 10 km per hour), the electric motor on the outside isfirst controlled for rotating the adjusting rotary devices or theirspindles in the direction of an enlargement of the release play (ProgramStep PS5), and then the interior electric motor is controlled forrotating the adjusting rotary devices in the direction of a reduction ofthe release play (Program Step PS5).

[0234] If now the decoding pulses on the motor on the outside and on themotor on the inside reach a defined value K (Program Step PS7), acontrolling of the outside (FIG. 25, right-hand side) electric motor 106takes place for rotating the adjusting rotary devices in the directionof a reduction of the release play (Program Step PS8) as well as anothercontrolling of the electric motor 7 for rotating the adjusting rotarydevices in the direction of an enlargement of the release play (ProgramStep PS9), which, in turn, displaces the brake disk.

[0235] If here also the defined number of K decoding pulses was reached(Program Step PS 10), it is also examined whether an off-road key isstill switched; that is, whether the cleaning function was stillactivated by the driver (Program Step PS11). If this is not so, theroutine is stopped; otherwise, the program returns to Program Step PS3;that is, to checking the speed of the vehicle.

[0236] Correspondingly, by means of the method of the invention, anadvantageous adjustment of the braking system can be implemented underthe effect of moisture and thawing salt. In this case, a periodicapplication of the brake pads can be carried out at certain timeintervals in order to keep the brake disk free of the effects ofmoisture and thawing salt. This measure has the purpose of avoiding adecrease of the effect of the brakes as a result of a reduction of thecoefficient of friction.

[0237] In the event of the effect of dirt, particularly in off-road andconstruction site operations, the cleaning function will be triggered bythe driver by operating a switch or automatically at driving speedsbelow a defined limit value, for example, 10 km/h, or by a combinationof both measures (triggered by the driver but activated only below, forexample, 10 km/h). In this case, the brake is to be operatedcontinuously in a slightly grinding manner at low driving speeds or whenhighly stressed by dirt—for example, when digging in sand. This functionhas the purpose of keeping the friction surfaces of brake pads 5, 7 andthe brake disk 3 free of very wear-increasing abrasive dirt.

[0238] For the active restoring of the brake disk 3 after a brakeoperation, the brake disk is moved back into its starting position, ifthe latter is designed to be slidable, in order to again carry out thefull working stroke during the next brake operation. For this purpose,advantageously, for example, a stop may be provided on the receivingprofile of the wheel hub toward the interior side of the vehicle ortoward that side of the brake on which the brake lever/rotary lever isarranged which is to be operated. After the releasing of the brake, thebrake disk 3 is displaced by the adjusting rotary device situated on theoutside by a defined amount in the direction against this stop, in whichcase the adjusting rotary device situated on the inside will yieldcorrespondingly.

[0239] A corresponding function is illustrated in FIG. 30.

[0240] After the start of the routine for the active restoring of thebrake disk 3, it is checked in a Program Step PZ1 whether a brakerelease signal is present in the CAN bus.

[0241] Then the outside electric motor 106—in FIG. 25, the right-hand orlower electric motor—is controlled in a Program Step PZ2 in order tocontrol the adjusting spindles by f decoding pulses in the direction ofa reduction of the release play.

[0242] Then or during that time, the inside electric motor 106, or theelectric motor 106 situated on the side of the application device iscontrolled in a Program Step PZ3 and the adjusting spindles are to becontrolled by f decoding pulses in the direction of an enlargement ofthe release play.

[0243] As soon as the limit value f is present (Program Step PZ4), theoutside electric motor A is controlled for rotating the adjustingspindles in the release play enlarging direction by f decoding pulses(Program Step PZ5) and the inside electric motor is controlled forrotating the adjusting spindles in a release play reducing directionalso by f decoding pulses (Program Step P6) (PZ6?).

[0244] As soon as the limit value f has beer reached at both electricmotors (Program Step P7 (PZ7?), the routine is stopped.

[0245] By means of the invention, it is also possible to monitor theslidability of the brake disk. For monitoring the free movement of thebrake disk in its hub receiving profile and for ensuring the freemovement, the brake disk is periodically slid back and forth along itsentire sliding path while the vehicle wheel is rotating. This displacingmay take place once or several times sequentially. For this purpose, theadjusting devices situated on the inside and on the outside arecorrespondingly controlled in opposite directions. As a result of thefrequent displacement while the vehicle wheel is rotating, the receivingprofile is kept free of dirt and corrosion. Simultaneously, by way of apossibly changed electric power consumption of the adjusting motors, astarting sluggishness can be detected in time and a warning indicationcan be generated by the electronic adjuster control system. It may beadvantageous to use this checking routine in combination with thecleaning function (see FIG. 29).

[0246] For determining the total brake pad wear, an analysis of thedecoder signals of the electric drives of the adjusting system may takeplace. By means of an adding-up of the decoder pulses by the controlunit, the rotating angle of the adjusting spindles is detected and isconverted to a wear information and/or is used for the purpose of thewear indication or also in the axle-related wear compensation control.The total brake pad wear is therefore determined/detected by the controlunit in that the adjusting movements are added up. This information canbe indicated to the driver, for example, after a total value isexceeded.

Reference Numbers

[0247] caliper 1

[0248] brake disk 3

[0249] brake pads 5, 7

[0250] brake anchor plate 5 a, 7 a

[0251] pad material 5 b, 7 b

[0252] bolt 9

[0253] axle flange 11

[0254] recess 11 a

[0255] application devices 13, 15

[0256] opening 17

[0257] rotary lever 19

[0258] adjusting sleeve 21

[0259] thrust piece 23

[0260] rotary lever 25

[0261] adjusting sleeve 27

[0262] thrust piece 29

[0263] pivot bearing 35

[0264] strut connection 37

[0265] pivot bearing 39

[0266] adjuster module 50

[0267] output gearwheel 52

[0268] free-wheel and/or overload coupling device 53

[0269] synchronization chain 54

[0270] bearing balls 56 a, b

[0271] gearwheels 58 a, b, 60 a, b

[0272] shafts 59 a, b

[0273] cylindrical worms 62 a, b

[0274] gearwheels 64 a, b; 66 a, b

[0275] synchronization chains 68, 70

[0276] bowden cable 72

[0277] cable channel 74

[0278] sealing stopper 76

[0279] driving device 82

[0280] shift fork 84

[0281] shaft 86

[0282] adjuster module 100

[0283] mounting plates 102, 104

[0284] electric motor 106

[0285] line 107

[0286] gear 108

[0287] bores 110

[0288] mounting metal sheet 114

[0289] spacers, bends 116, 118

[0290] gearwheels 117 a, b

[0291] output gearwheel 120

[0292] gearwheel 122

[0293] shaft 124

[0294] cylindrical worms 126 a, b

[0295] gearwheels 128 a, 128 b

[0296] shafts 130 a, 130 b

[0297] gearwheels 132 a, 132 b

[0298] recess 150

[0299] triangular section 152

[0300] recesses 154, 156

[0301] traverse-type section 158

[0302] recesses 160 a, b, 162 a, b

[0303] and 164, 165

[0304] slide bearing shells 170 a, b, 172 a, b

[0305] components 174 a, b

[0306] recesses 176, 177

[0307] spherical ends or balls 178 a, b

[0308] intermediate pieces 180

[0309] recess 200

[0310] indentations 200 a, 200 b

[0311] bores 204

[0312] recess 206

[0313] driving device 220

[0314] oblong hole 222

[0315] toothed rack profile 224

[0316] gearwheels 226, 228

[0317] shaft 230

[0318] cylindrical worms 232, 234

[0319] receiving devices 235, 236

[0320] flattenings 237, 238

[0321] stripper 239

[0322] seat 240

[0323] spring dowel sleeve 241

[0324] indentations 242

[0325] projections 243

[0326] projections 244

[0327] shaped-out sections 245

[0328] recesses 246

[0329] extension 247

[0330] bores 248

[0331] grease receiving grooves 249

[0332] projection 250

[0333] bolt 252

[0334] bearing bush 254

[0335] bearing bush 256

[0336] opening 258

[0337] projection 260

[0338] bearing bolt 261

[0339] bearing bush 262

[0340] output gearwheel 266

[0341] output shaft 268

[0342] gearwheels 270, 272

[0343] brake cylinder 274

[0344] piston rod 276

[0345] bearing projection 278

[0346] recess 280

[0347] rubber ring 282

[0348] gearwheel 286

[0349] elastic area 290

[0350] elastic element 292

[0351] projection 294

[0352] bolt 296

[0353] seals 298, 299

[0354] sliding paths s, a/2

[0355] program steps ps, pz

1. Disk brake, particularly for commercial vehicles, having a) a caliper(1) reaching over a brake disk (3), b) an application device (13)arranged in the caliper for the application of brake pads (5, 7) on bothsides of the brake disk (3) in its direction, c) as well as an adjustingsystem arranged in the caliper (1) for compensating brake pad and/ordisk wear by adjusting the distance between the brake pad (7) and thebrake disk (3), d) the adjusting system having at least one adjustingdevice, particularly a rotating device, characterized in that e) theadjusting system has at least one or several of the adjusting devices oneach side of the brake disk (3) so that the axial distances between thetwo brake pads (5, 7) and the brake disk (3) can be adjusted on bothsides of the brake disk, and f) the adjusting system, in addition, hasat least one adjuster drive on one or both sides of the brake disk fordriving the adjusting device, which adjuster drive is constructed as anelectric motor (106).
 2. Disk brake according to claim 1, characterizedin that the caliper is fastened by means of one or several bolts (9)directly to the axle flange (11) or to a brake anchor plate.
 3. Diskbrake according to claim 1 or 2, characterized in that the generating ofthe reaction power takes place on the side of the brake facing away fromthe application side by sliding the caliper (1) and/or swivelling of thecaliper (1) and/or sliding of the brake disk (3), as a result of thesliding and/or swivelling movement essentially only the path of half thepower stroke or of the entire power stroke being bridgeable.
 4. Diskbrake according to one of the preceding claims, characterized in thatthe generating of the reaction power takes place on the side of thebrake facing away from the application side by an elastic deforming ofthe caliper and/or of the brake disk and/or of an element (292) betweenthe caliper (1) and the axle flange (11).
 5. Disk brake according to oneof the preceding claims, characterized in that the brake disk isconstructed as a sliding disk which is slidably guided on a brake diskhub such that, as a result of the sliding, a sliding path can beimplemented which is essentially limited to half the power stroke or tothe entire power stroke.
 6. Disk brake according to one of the precedingclaims, characterized in that the caliper (1) is constructed as asliding caliper which has a sliding caliper bearing, which can befastened directly to the axle flange (11), which is dimensioned suchthat a sliding path can be bridged which is limited to half the powerstroke or to the entire power stroke.
 7. Disk brake according to one ofthe preced4ing claims, characterized in that the caliper (1) isconstructed as a hinged caliper which has a swivelling caliper bearing,which preferably can be fastened directly to the axle flange (11), andby means of which a swivelling angle can be bridged which displaces thecaliper relative to the brake disk essentially by the amount of half thepower stroke or of the entire power stroke.
 8. Disk brake according toone of the preceding claims, characterized in that the adjusting rotarydevices each have at least one adjusting sleeve (21) and a thrust piece(23) which can be screwed into the adjusting sleeve (21).
 9. Disk brakeaccording to one of the preceding claims, characterized in that theadjusting rotary devices each have at least one thrust piece (23′)having a sleeve-type projection which is screwed onto a bolt.
 10. Methodof controlling the adjusting system of a disk brake, particularly forcontrolling the adjusting system of a disk brake according to one of thepreceding claims, characterized in that electric-motor-driven adjustingdevices, particularly adjusting rotary devices, are individuallycontrolled on both sides of the brake disk.
 11. Method according toclaim 10, characterized in that an individual adjusting of the releaseplay on both sides of the brake disk takes place by means of theadjusting devices on both sides of the brake disk.
 12. Method accordingto claim 11 or 12, characterized in that, in the event of a non-uniformbrake pad wear, the release play on both sides of the brake disk isadjusted in a non-uniform manner by means of the adjusting devices onboth sides of the brake disk in order to compensate the non-uniform wearduring brakings which follow.
 13. Method of controlling the adjustingsystem of a disk brake, particularly a method according to claim 10,characterized in that, by means of at least one of the adjusting rotarydevices, particularly by means of at least one adjusting rotary device,and active displacing of a brake disk takes place which is displaceablyguided on the vehicle axle.
 14. Method according to one of the precedingclaims, characterized in that the displacing of the brake disk on thewheel axle is repeated at defined time intervals for ensuring thedisplaceability of the brake disk on the wheel axle.
 15. Methodaccording to claim 14, characterized in that, by means of the at leastone electric-motor-driven adjusting device, an active restoring of thebrake disk displaceably guided on the vehicle axle takes place after abraking.
 16. Method according to claim 15, characterized in that, bymeans of at least the electric-motor-driven adjusting device, a cleaningof the brake pads and/or of the brake disk takes place, particularly inthe case of an off-road use.
 17. Method according to one of thepreceding claims, characterized in that, by means of the adjustingdevices, the brake pads are pressed against the brake disk for cleaningthe brake pads and/or the brake disk.
 18. Method according to one of thepreceding claims, characterized in that, by means of the adjustingdevices, the brake pads are pressed against the brake disk in a slightlygrinding manner for cleaning the brake pads and/or the brake disk. 19.Method according to one of the preceding claims, characterized in thatthe cleaning takes place as a function of a sensing of outsideconditions, such as rain or dirt, or as a function of an activating ofthe cleaning by the driver.
 20. Method according to one of the precedingclaims, characterized in that the cleaning is repeated at defined timeintervals.
 21. Method according to one of the preceding claims,characterized in that the electric motors are connected with a controldevice for driving the adjusting devices.
 22. Method according to one ofthe preceding claims, characterized in that the control device isdesigned for connecting a sensor and/or for another determination of therelease play of the disk brake.
 23. Method according to one of thepreceding claims, characterized in that the control device is designedfor differentiating between an applied and a released condition of thedisk brake.
 24. Method according to one of the preceding claims,characterized in that, for displacing the displaceable brake disk, thecontrol device controls the adjusting devices on both sides of the brakedisk in that the at least one adjusting device on one side of the brakedisk is moved in the direction of the brake disk and the at least oneadjusting device on the opposite side of the brake disk is moved in theopposite direction in order to displace the brake disk in this manner onthe wheel axle.
 25. Method according to one of the preceding claims,characterized in that, for displacing the displaceable brake disk, thecontrol device controls the adjusting devices on both sides of the brakedisk in that the at least one adjusting device on one side of the brakedisk is moved in the direction of the brake disk and the at least oneadjusting device on the opposite of the brake disk is moved in theopposite direction in order to displace the brake disk in this manner onthe wheel axle in a first direction, whereupon the moving direction ofthe adjusting devices on both sides of the brake disk is reversed sothat the brake disk is slid back in the opposite direction.
 26. Method,particularly according to one of the preceding claims, characterized inthat the adjusting movements carried out by the adjusting system aredetermined/detected and added up by the control unit and are convertedto a brake pad wear information.